beekman



No. 609,651. Patented Aug. 23, I898.

G. BEEKMAN.

BACK PEDALING BRAKE.

(Application filed Aug. 31, 1897.)

(No Model.) 2 Sheets-Sheet.l.

Witnesses: Inventor A41 Attdrney Patented Aug. 23, I898. G. BEEKMAN.

BACK PEDALING BRAKE.

(Application filed Aug. 31, 1897.,

2 sheet s 2 (No Mod Nrrnn STATES PATENT OFFICE,

GERARD BEEKMAN, OF NEW"YORK, N. Y.

BACK- PEDALING BRAKE.

SPECIFICATION forming part of Letters Patent N 0. 609,651, dated August23, 1898.

Application filed A t 31, 1897. Serial No. 650,108. (No model.)

To all whom it may concern.

Be it known that I, GERARD BEEKMAN, a citizen of the United States, anda resident of the city, county, and State of New York, have inventedcertain new and useful Improvements in Propelling and Braking Mechanismfor Cycles, of which the following is a specification.

My invention relates to improvements in bicycle propelling and brakingmechanism operated by simultaneous depression of two opposite rotarypedalcranks within the principle embodied in my device made the sub jectof Letters Patent No. 550,938, dated December 10, 1895, the rotarymotion of the cranks being imparted to the sprocket-wheel or otherdriven element by frictional engagement determined by foot-pressure. Aclutch action is produced intermittentlyby the pressure or impulses ofthe riders feet upon the pedals, and forward or backward propulsion, orbraking, or coasting may each be eifected according to the manner ofmoving or arresting the pedal-cranks and Without requiring the feet tobe removed from them. Byareduction or release of foot-pressure thepedals may remain stationar'y or berevolved at a slower speed than therevolution of the sprocket-wheel or driven element, and the propellingimpulses maybe exerted at such intervals as desired, permitting therider to rest or dwell between impulses at will, and he may thereby usea comparatively low gear, giving advantage in hill-climbing,while notimposing a continuous and tedious rapidity of revolution of the crankswhen speeding rapidly on level or descending roads.

My invention especially relates to improvements in mechanism such asshown and described in my separate patent application, Serial No.632,282, filed April 15, 1897, wherein a clutch is used having itsengaging and disengaging movements in the length of the crank-shaft oraxis and having such movements imparted by foot-pressure through theagency of cam formations, which expand the crank-hubs from one anotherand bind the clutch-surfaces, which mechanism may be used in combinationwith positive clutches.

The object of my present invention is to improve the generalconstruction of the ma chine.

view of my improved bicycle propelling and braking mechanism, showingthe internal construction'of the parts. Fig. 2 is a verticalcross-section taken at 0a 00, Fig. 1. Fig. 3 is a detail view of thecrank-shaft clutch parts in side elevation. Fig. 4 is an end view ofFig. 3, partly in section. Fig. 5 is a side view of one of thecrank-hubs and a portion of the shaft integral therewith. Fig. 6 is adetail view of the clutch-pieces, partly in section, on the line y y,Fig. 2. Fig. 7 is a similar view showing a modification. Fig. 8 is alongitudinal sectional View of the crankshaft, showing a modification.

The cranks A A have their hubs 1 2 and integral shaft portions 3 4securely fixed into the clutch'parts 5 6 by means of tongues andmortises 30 31, forming relatively-movable shaft-sections B B, and bothsaid sections revolve together except for a slight yieldingmotionrotatively with respect to one another,

which is converted into longitudinal motion, limited by the contact ofthe faces 5 6 of said sections with' the rigidly-coupled concave clutchportions 7 8, respectively, of the-driven element or'shaft C of thesprocket-wheel D. The part C is mounted on ball-bearings 9 10, and thecrank-shaft B B is journaled at its extremities 3 4 in the extremitiesof the said shaft 0. When the cranks A A are propel ling, the parts B Brevolve with the part 0, and the ball-bearings 9 10 therefore serve forthe crank-shaft B B. By thus making the cranks A A and their hubs 1 2separable from the clutch parts 5 6 these clutch parts may in case ofwear be easily replaced.

The slight rotative movement of the shaft between thehubs 1 2 and thehead 16 of the' 18 and jam-nut 19 with sufficient force to resist theweight of the riders feet on the pedals,

it being intended that the frictional clutch device shall engage onlywhen depression is effected by transferring the weight of the ridersbody more or less'from the saddle to the pedals, assisted in emergencyby muscular effort.

' The relative limited rotative movement of the shaft-sections B B underthe longitudinal pressure of the springs may be comparatively relievedfrom friction by the interposition of ball-bearings, such as F in Fig.8, which figure also illustrates a concentrated arrangement of thesprings at E The bearing-cone 40 slides upon the tie-rod 17, and thebearing-cup 41 rests against the shoulder 42 in the shaft-section B. Forthe frustaconic rollers 14, Figs. 1 and 2, may be substituted blocks 45,Fig. 7, which by diagonal action separate the sections 5 6 when thepedalsjare simultaneously depressed. In Fig. 6 the action is that of ascrew of limited motion upon interposed friction-rollers, while in Fig.7 it is that of a block moving with precision on the hinges 45, theblocks 45 being arranged about the shaft in locations corresponding tothe rollers 14 in Fig. 2.

In addition to the friction clutch device 5 7 and 6 8 I prefer to alsoemploy a positive clutch for forward propulsion, consisting of rollers20, arranged in inclined pockets 21, which for the purpose ofconcentration are located in the surfaces 5 6 of the clutch-sections andare inclined to the axis of rotation, said rollers having sufficientweight to engage through gravity without lost motion on either surface 78 of the part 0 when the crank A or A is forwardly propelled. Theinclined pockets 21 will support the balls or rollers 20 with their axesof rotation inclined to the axis of rotation of the driving members. Thepower of the device as a brake can be determined by varying the angle ofconstruction of the conical friction-surfaces 5 6 7 8 and the formationof the recesses 11 12 and pieces 14.

In the operation of the device the driving element, consisting of partsA B A B, is normally disengaged rotatively from the driven element 0 D.In order to start the bicycle forwardly, foot pressure is applied to thepedal of the forwardmost crank, and the roller-clutch 20 at once engageswith the sprocket-Wheel hub or shaft 0 and drives the machine. Whenheadway is obtained, the rider may relax his foot effort at pleasurebetween strokes, exerting a thrust as occasion requires, and therebyavoid continuous rapid lar effort.

motion of the feetwhen running at high speed 'on level roads or underother conditions requiring moderate effort to keep the machine in motionat the desired speed. In order to coast or allow the bicycle to run fora distance by its momentum, the pedals may be brought to rest, the shaftB B remaining idle within the revolving hollow shaft or hub O, and thesprings E E, (or 15 supporting the weight of the feet through the agencyof the expanding devices described, affording a comfortable foot-restwithout necessitating the removal of the feet from the pedals. Wheneverit is desired to moderate or check the'speed of the wheel, the weight ofthe rider may be more or less transferred from the saddle to the pedals,simultaneously rotating the cranks A A and their respectiveshaftsections B B in opposite directions to the slight extent limited bythe impingement of the clutch-surfaces 5 7 and 6 8 applying the desireddegree of frictional retardation to the revolving part 0. An emergencystop may be effected in like manner by a vigorous depression of thepedals produced by a combination of the weight of the rider and muscu-Braking thus takes the place of back pedaling as ordinarily understood.The cycle may also be propelled without a complete revolution of thepedal, and for exhibition purposes, &c. may be propelled backward bysimultaneously depressing both pedals and applying the excess ofpressure to the rear pedal. In other words, entire control andmanagement of the machine are obtained by the action of the feet on thepedals above described. The use of the weight of the rider for brakingas a substitute for the muscular effort of back-pedaling as ordinarilypracticed and the relief from the necessity of following the motion ofthe machine on the pedals when propulsion is not required makethe'device a labor-saver.

It will be observed that two independent positive clutches are providedby my improvements above described, said clutches comprising two groupsof rollers or balls arranged in seats between the friction-clutch facesof the driven element and two members of the driving element, the seatsfor the balls or rollers being inclined to the axis of rotation.

The mechanism thus described is concen trated within the crank-shafthanger G, preserving the conventional form of the bicycleframe.

Having thus fully described my invention, what I claim, and desire tosecure by Letters Patent, is

1. In a cycle, the combination of a driven element-a driving elementconsisting of two members, having a limited relative longitudinal androtary movement, cooperating friction-faces upon the driven element andthe two relatively movable members of the driving element, and twoindependent positive clutches comprising two sets or groups of rollersor balls arranged in seats between the friction-clutch faces, one set orgroup being arranged between each member of the driving element and thedriven element, substantially as set forth.

2. In a cycle, the combination of a driven element, a driving elementconsisting of two members, having a limited relative longitudinal androtary movement, cooperating inclined friction-faces upon the drivenelement and the two members of the driving element, and two independentpositive clutches comprising two sets or groups of rollers or ballsarranged in seats between the friction-clutch faces, which seats areinclined with reference to the axis of rotation, and one set or groupbeing arranged between each member of the driving element and the drivenelement, substantially as set forth.

3. In a cycle, the combination of a driven element, a driving elementconsisting of two members, which have a limited relative movement,cooperating inclined friction-faces upon the driven element and the twomembers of the driving element which are thrown into engagement by therelative movement of the two members of the driving element, and twoindependent clutches comprising two sets or groups of rollers or ballsarranged in seats between the friction-clutch faces, which seats areinclined with reference to the axis of rotation, and one set or groupbeing arranged between each member of the driving element and the drivenelement, substantially as set forth.

4:. In a cycle, the combination with a friction-clutch having itsmembers respectively connected with the driving and driven elements, ofrotary pedal-cranks having a limited relative movement to actuate saidclutch, a tie-bolt 0r axis and a spring confined upon the axis andtending to maintain said cranks normallyin opposite relation, abearing-cone sliding on the axis and engaged by the spring, and rollingbearings between the bearingcone and a bearing on one of the crank-hubsto receive the pressure of said spring and relieve the cranks fromfriction in their said relative movement, substantially as set forth.Signed at the city, county, and State of New York this 24th day ofAugust, A. D. 1897. GERARD BEEKMAN. Witnesses:

CHARLES E. FRANCIS, HENRY F. PARKER.

